When Carl Schneeman, a partner at Walker Consultants, is designing a parking lot or public parking garage, he imagines every spot being filled by the same car. Not because he expects that to happen in real life, but because there are thousands of different cars and models on the road. He cannot possibly account for every one.
Instead, Schneeman uses a “a design vehicle,” he told Motherboard in a recent interview. This is not a real car or even a sketch of one. It is the bare outlines of a car, a two-dimensional representation of a car-shaped object. It is a car boiled down to the only two aspects of a car that matter to the parking lot designer: width and length.
The design vehicle is a statistical composite of a car, compiled by the Parking Consultants Council, a professional association of parking lot designers. Every five years or so, the Parking Consultants Council analyzes the U.S.’s car sales data. It then calculates the 85th percentile car size, or the size of a car that is bigger than 85 percent of cars sold but smaller than the other 15 percent. The design vehicle Schneeman and his industry colleagues use is six feet seven inches wide and 16 feet 10 inches long; incidentally the exact width of a Ford’s F-150, the U.S.’s most popular vehicle and a symbol of the country’s appetite for larger cars.
This approach to designing parking spaces has historically served the parking industry well, ensuring space sizes accommodate the vast majority of American cars and leaving about 20 inches of space for people to open their doors and maneuver on either side. But, due to a statistical quirk in how the data is analyzed and implemented, it may no longer be working.
Increasingly, cars are too big for parking spaces, especially in parking garages and other paid parking lots where developers pay close attention to space size. Like the proverbial frog in a slowly heating pot of water, our cars have gotten ever-so-gradually bigger with each passing year, but the parking space standards have barely budged. Now, in the third decade of the growing car size trend, people are starting to notice.
Schneeman said clients often tell him and his colleagues that spaces need to get bigger. “That is definitely something that we are hearing,” he told Motherboard.
The width of a parking space is the result of a carefully balanced determination between convenience, economics, and circumstance. While there is no uniform law covering all of the U.S.’s parking spaces, there are design standards that are relatively consistent across the country. Most parking spaces are between eight feet six inches and ten feet wide, but the most common size is nine feet (108 inches, with four inch wide lines). However, parking spot sizes vary depending on what kind of building they’re for. For free parking lots with high turnover—grocery stores and shopping plazas, restaurants, etc.—nine feet wide is the standard. Spaces outside office buildings are often six inches narrower because people come and go less and are more familiar with the design. Spaces at a Costco or Home Depot where people need more space to load their cars may be 10 feet wide.
Naturally, everyone wants bigger spaces. When Warren Vander Helm, a partner at Parking Design Group, first meets with a client on a new project, one of the first things they will say is they want the spots to be big. But once Vander Helm walks them through the local zoning regulations that require a certain number of parking spaces, how much more surface area big spots will require to meet that minimum, and how much more that will cost, the enthusiasm for big spots wanes.
“For a surface lot, you’re looking at $7,000, $7,500 just to build one parking space,” Vander Helm said. “For an underground garage, in a city, it can be $200,000 per space, easy. Structured parking above ground is $40,000, $45,000 per space. That’s where developers may want wider parking spaces. But when it comes right down to it, then he falls back to what the city is saying you got to build.”
As a result of these punishing economics, in the world of parking spaces, inches matter. “Certainly, a foot is a lot,” said Vander Helm.
In a lot of hundred or even thousands of spaces, even a few inches can be the difference between profit and loss. Recently, Schneeman was working on a project for an office building in a mid-size city in the midwest that requires all parking spaces to be nine feet wide. They wanted to build a parking structure with spaces eight feet six inches wide, as is common at office buildings around the country.
Making each space six inches wider would have forced the structure to be eight percent bigger and therefore more expensive. “It was forcing us to consider a facility with a much larger footprint for the same number of cars,” Scheeman said. They had to apply for a zoning variance, which required an application and four meetings with city officials and the city council. They ultimately got the variance but it was, as Schneeman put it, “kind of a pain in the butt.”
As parking lot designers scrutinize every inch of their work, car designers have been wantonly adding inches to theirs.
American cars keep getting bigger. Car companies keep
killing off small and medium-sized cars. In 1985, about three out of every four vehicles made for U.S. sale were sedans or wagons. To be sure, some wagons were quite boat-like, but mostly this represented the “small car” category.
The rest were trucks, minivans, vans, and pickups,
according to the Environmental Protection Agency. Today, that ratio has precisely flipped. About one in every four vehicles is a sedan or hatchback—wagons are essentially extinct—with the other three quarters the larger vehicles. It is the subject of much debate whether this was a trend driven by consumer preference or the fact that automakers can charge a lot more for bigger cars where the profit margins are significantly higher and therefore consistently invest billions of dollars a year in marketing campaigns to convince people they want or need bigger cars.
Regardless of the cause, the end result is roughly 50 percent of the American car market switched from sedans and wagons to SUVs, especially midsize and large SUVs, chunkifying the average American car. Consider someone who switched from a Honda Civic to a Honda CR-V. This added about three inches in width. A CR-V to a Pilot, a large SUV, would add five more inches in width. This may not sound like much, but repeat for half the cars in a parking lot and it adds up. For example, in a 700-space garage, if each car is four inches wider than its predecessor, that is 233 additional feet in car width—from the goal line to the opponent’s 23 yard line on a football field—that needs to be accommodated.